Geared locomotive with twin-shaft engine



April 1940. w. J. BESLER ETAL 7,373

GEARED LOCQMOTIVE WITH TWIN-SHAFT ENGINE Filed Jan. 7, 1938 2 Sheets-Sheet 1 INVENTORS. WILLIAM J Bans/a 57:4 NLEYJ Ww TLOCK BYM E ATTORNEY:

Patented Apr. 16, 1940 .1

GEARED noooMoTIvE wr'rn TWIN-SHAFT ENGINE 1 William J. Besler, Plainfield Ntli, and St Whitlock, Oakland, Calif;

Application January '7,

1933, Serial N 153,843,

This invention relates to steam locomotives and more particularly to steam locomotives which are .powered by a plurality of steam units which are geared directly to and drive the individual trac- Among the Objects of the present invention is to provide such a. locomotive power unitwhich will'have vertical cylinders. I

Another object is to produce an engine of the 10 type herein describedwherein the engine lies with the axle in unsprung weight and wherein the pistons 'andcylinders of the engine are so disposed that the forces due to track hammer act in line with the forces produced by the thrust of the pistons. The significant advantage of this disposition is that the piston is not slapped against the cylinder walls. If a piston in an unsprung engine is placed so that the track 'jar causes it to contact the cylinder walls, in certain instances the force has been found to be sufliciently 190 causedamage to the piston lands, and. in some cases causes damage to the piston rings or the piston grooves and thereby bind the free action of the piston rings. a

It is also an object of the present invention to provide anengine unit in'which the main frame construction is such that the many forces produced by the engine itself and the'forces to which it is subjected from external sources are directly 30 in line with the studs or bolts acting as cylinder retainers and bearing cap retainers so that none of these parts are subjected to a shearing action. It is a further object of the present invention to provide such an engine with parallel twin 35 crank-shafts driving to a central common ring gear mounted on the driving axle, and wherein the entire engine is mounted on, carried by and takes alignment from the driving axle.

It is also an object to produce anengine unit 40 of the kind herein described which is mounted on and geared directly to the traction axle in unsprung weight, and which is attached to'the main locomotive frame only by means of a torque link connection and by the journalingof the driving 5 axle. I a

It is a engine unit with vertical cylinders which may be readily balanced completely for primary force and couples. l v y k Further objects are to provide a construction of maximum simplicity, economy and ease of assembly, and such further. objects, advantages and capabilities as will later more fully appear and as ar inherently possessed thereby.

..The inventionfurther resides inthe cgmbinafurther object herein to provide an tion, const ructi on andarrangement of parts illustratedgin; the; accompanying two sheets of drawing s,a nd while'there isshown therein a preferred embodiment, it is to beunderstood that the same .is capable of modification and change and 5 comprehends other details and constructions withoutdeparting from the spirit and scope of the present invention;

Referring to the drawings:

- Figure lis; a side'el'evationalview in outline of ,10

a: conventional locomotive with the main side frame,j;journa1 -ings, etc., removed and showing the relative positions of each of the ,four drive unitsap ztFigure 2 isavertical section taken on theline ll II-IIof Figure l; and shows a diagrammatic sec- .tion of the engine unit-"as mounted on the drive axle andbetweenthedrivewheels; The journal boxes, saddles, springing and side frame are here indicated. t v Figure 3'is a viewpartly in section and partly inelevation of the completely assembled drive unit-illustrating. the'positions, of the cylinders, the driving gears, the crank-pins, and other detailsr :1

Figure 4 is a fragmentary vertical section showing; one of the crank-shafts.

" Figure 5 is a vertical section taken on'the line Referring ,now more particularly to the draW- ings, in Figure 1 there is illustrated a side elevational outline of a conventional locomotive with the Side frame members removed to show the I relative positioning of four individual power units for driving a locomotive. Obviously, one or more,

of the units may be employed for the driving power depending on the size and the purpose of the locomotive. These units, one of which is shown complete in Figur 3, are generally indi- .cat'ed, by the numeral 20. The unit 20 consists 40 of threemajor elements, i. e;, a pair of locomo tive Wheels 2!, an axle 22,. and a reciprocating steam engine which will generally be indicated by :the numeral 23. This reciprocating engine con- :sists offourvertical cylinders, 24 to 2Tinclusive,, I twoof which are positioned on either side of the l axle 22, and is characterized by having two identical crank-shafts28 and 29. r l l The axle 22 is ,journaled in the conventional journal-boxes 3| which are sprung to the maintfio engineframe through saddles 32, rocker-pin 33 1 and the conventional leaf-springs 34. A portion of -the main sideframe is shown in Figure 2 at 35 and it, to-Jo understood that the construction -;rnay; include for strength, a binder (not shown) I56 engines.

on the main side frame which passes underneath the journal boxes 3! in the customary manner.

On the axle 22 is mounted in any suitable manner the large drive ring gear 36 which meshes with pinions 31 and 38 mounted on the twin crank-shafts 28 and 29 respectively. Shafts 28 and 29 are parallel and identical and revolve at the same speed and in the same direction of rotationbecause of .the common gearing to drive ring gear 36. Shaft 28, which is the forward shaft, has two cranks, one at either end being placed 90 from each other and 180 out of phase with the corresponding cranks of its twin shaft 29.

Referring particularly to Figures 3 and 5, it will be seen that the main engine block 40 is a large single casting preferably, to which the cylinders 24 to 27 inclusive and the valvecylinders 42 to 45 inclusive may be attached in any suitable manner by well known means. The engine block 49' is formed along its longitudinal axis on its lower face as .at 4| thus making it adaptable for mounting the axle 22 and so space for suitable bearings 46 is likewise provided. The engine block 48 is held in position on the axle 22 by bearing supports 4|, which also provides space for the bearings 46 in complement to the engine block 40. Each group of cylinders on either side of the axle-22 is provided with suitable intake manifoldll which admits live steam to each of the cylinders through connecting inlets 48. The exhaust is removed through outlet connections 59 and into the exhaust manifold 5|. The operation of the valve gears controlling speeds forward, reverse and apropriate cut offs may be of any well-known construction for steam All of the engine units of the locomotive operate independently except that all have the same single source of live steam.

Construction of the individual driving portions of the engine including the piston heads 52, the cross-heads 53, connecting rods 54, self aligning bearings 55,'etc., are or may be all of standard constructions.

The individual crank-shafts 28 and 29 are best shown in the Figure d and'the top portion of Figure 5. In each -of these views it should be noted that for purposes of clarity the crankshaft shown has the crank at the right end of the shaft. 90? from its true position. These crank-shafts are each mounted in the engine block 48 with suitable bearings 56 and 51. Space is provided on the interior of the main engine block 48 to accommodate the pinions 31 and 38 which are directly geared to the main driving gear 36. which is mounted on the axle 22. The crank-pins 69 and BI on crank-shaft 29 (also crank-pins 70 and H on crank-shaft 28) have suitable balancing counterweights 62 and 63 which will be referred to herein later with respect for complete balancing of this engine unit for primary forces and couples.

In Figure 4 there is shown in more detail a construction of crank-shaft 28 with gearing which has been found desirable both from the standpointof the selection of materials for the construction of the parts and also from the ability to reduce the weight of themoving parts.

It is to be understood that the present invention is not limited to'this form as any suitable kind of crank-shaft and pinion may be employed, and that this form is shown and described for the purposes of illustration only. The crankshaft- 28- mounted with bearings and 56 is shown as being'hollow and can be made in two enclosed, a cover. member 11 is thetop of the engine block 40.

parts, 28a and 28b. Annular flanges 64 and 65 are provided on each portion for joining the two together but space is provided between the two flanges for receiving an inner annular tongue 66 forming a portion of the pinion gear 31 (or 38). The joining of these parts by any suitable means, such as for example, the nuts and bolts here shown as 61 bring the two portions 280, and 28b of the crank-shaft andthe tongue of pinion gear so that the gear 3! and crank-shaft 28 become an integral unit. The advantage of making the pinion gear 31 apart from the crank-shaft is that it permits the use of a better range of materials and permits treatment of the materials in fabrication which could not otherwise be accomplished. Further it has the advantages of quickand easy replacement in the event of damage to the pinion gear without the loss of the crank-shaft and vice versa. Since the crankshafts 28 and 29 are identical no matter their form, what has been described with respect to either is applicable to both. Also, in Figure 4 the main driving axle is shown to have a median annular ring '68 which is mounted on the axle 22 by any suitable means and which is adapted at its outer periphery to receive the inner annular tongue 69 of themain driving ring gear 36. This main drive ring gear has the same advantages described for the pinion gear 31.

Positioned below the driving gear 36 and the axle 22, is an oil pan 15 which may be attached to the bearing supports 41 in any suitable oil tight manner. Lubricating oil is maintained in this pan so that the ring gear 36 operates constantly in a bath of oil. As this gear operatesg.

oil is carried to the pinions 37 and 38, to the bearings 56and 51 and'even working over to lubricate the crank bearings and the cross-heads 53. Oil is also carried directlyto the axle bearings 46 through apertures .16. This positive 111-5;-

br-ication is providedin addition to and as supplementing the customary pressure system so that sufficient lubrication is assured. at all times. So that all of the moving parts may be totally positioned on There are no loads-or forces goingthrough this cover member and thereforeit can be made of lighter material which not only; effects a saving in cost but also makes for easy accessibility to the top,

' of the engine unit.

The fact thatthe engine of this invention may be completely balanced for, primary forces and coupleswithout difliculty is one of the important features ofthe concept here disclosed. In de-;-

scribing the balancing of the engine the positions ofthe crank-shafts shown in Figure 3 will be taken for; the purpose of the description and the direction of the linealmovement of the entireunit will be'assumed from left to right.

As'shown,v the crank-shafts 28 and 29 are of equal length, parallel, revolve in the same direction and have the same speed of rotation. The direction and speed of rotation must necessarily be the same since each of the crank-shafts 28and 29 drive directly'to the-main ring v gear 36 .by means of. their respective :pinions 31 and 38. As hasalready beenstatedboth crankshafts have a crank at each end, to wit: 68 and 6| onzshaft '29., and l ll 'and 'll on shaft 28, whicheu70 are-set at 90 to each other and the cranks on rear cra-nk shaft '29 are lout of phasewith thecorresponding cranks-on forward crankshaft 28. This being truc'the 'conditions for balancing are=stated-.- It will beobservedthat the plane 0175 rotation-for each crank is in the'same plane as that of the corresponding crank on the other ishaft, also, that the masses reciprocated by the cranks lie in thesame plane and that the planes of reciprocation of both crank-shafts are parallel because of the vertical cylinders. .Looking at Figure 3, the position of the near crank 10 on crank-shaft 28 is at dead center at the bottom of the stroke, and the far crank H is 90 ahead of crank Ill in a. counter-clockwise direction, The position of crank 60 on the rear crank-shaft 29 is at deadcenter at the top of the stroke, and the gfar crank 61 is 90 ahead in a counter-clockwise direction being the same direction of rotation as that described for crank-shaft 28.

Each of the twin crankshafts 28 and 29 may readily be placed in static balance by well-known means of counterbalancing.

In accomplishing the dynamic balance for completely balancing the engine unit, suitable counterweights such as 62 and 63 already described in connection with shaft 29 are employed to oppose the inertia force at the crank-pin at both the top and bottom of the stroke. At 90 from the end of the stroke theinertia force is zero, but the counterweights individually have a centrifugal force which being equal but opposite in direction are cancelled. At any intermediate position complete dynamic balance also exists as the decrease of inertia forcesfrom maximum to zero or the increase from zero to maximum is directly balancedby the resultant effect of the opposing counterweights on similar ends of crankshafts 28 and 29.

The main engine block is also provided with a suitable tongue portion 68 at the top of which is mounted a self aligning torque bearing 12 and torque link 13 which is adapted for engagement to the main engine frame through transom member 14. Thus it will be seen that the only connection between the engine unit or drive unit and the main engine frame is by means of the single torque link and the journaling of the drive axle.

We claim:

1. A locomotive power unit comprising a pair of drive wheels, a drive axle therebetween, and a multi-cylinder steam engine having twin parallel crank shafts with a plurality of vertical cylinders mounted on opposite sides of, carried by and taking alignment from said axle, said engine being mounted with static balance as unsprung weight on said axle.

2. A locomotive power unit comprising a pair of drive wheels, a drive axle therebetween, and

a multi-cylinder steam engine with a plurality of vertical cylinders mounted on, carried by and taking alignment from said axle, the said engine having two identical crank-shafts driving a common drive gear mounted on said axle, and said engine being mounted with static balance as unsprung weight on said axle,

3. A steam locomotive comprising a plurality of drive units, each unit being operated separately except for a common source of live steam, each of said units comprising in combination a. pair of drive wheels, a drive axle therebetweemand a multi-cylinder steam engine with a plurality of vertical cylinders, said engine being mounted substantially in static balance as unsprung weight on said axle and taking alignment therefrom.

. 4. A steam locomotive comprising a plurality of drive units, each unit being operated separately except for a common source of live steam, each of said units comprising in combination a pair of drive wheels, a drive axle therebetween, and a multi-cylinder steam engine with a. plurality of vertical cylinders, said engine being mounted with static balance as unsprung weight on said axle and taking alignment therefrom and being .provided with. two identical crank-shafts each driving to: a central ring gear mounted on the driving axles 5.".A steamxlocomotive comprising a plurality bf drive units, each unit being operated separately except for a common source of live steam,

balance as unsprung weight upon said axle, said engine having twoidentical and parallel crankshafts each rotating in the same direction and at the same rate, and each having a plurality of cranks with the sameplane of rotation as the .corresponding crank on the second shaft but 180 out of phase therewith.

.6. Asteam locomotive comprising a plurality of drive units, each unit being operated separately except for a common source of live steam, each of 'said units comprising in combination a pair of drive wheels, a drive axle therebetween, andv a multi-cylinder steam engine wherein the planes of reciprocation are vertical and parallel mounted with static balance on said axle'as unsprung weight, said engine also being provided with two identical and parallel crank-shafts rotating in the same direction and at the same rate of speed, each having a plurality of cranks operating in the same plane of rotation as the corresponding crank on the second shaft but 180 out of phase therewith, and each shaft suitably counterweighted for static balance and for dynamic balance when operated together.

'7. A steam locomotive comprising a plurality of drive units,- each unit being operated separately exceptfor a common source of live steam, each of said units comprising in combination a pair of drive wheels, a drive axle therebetween, and a multi-cylinder steam engine wherein the planes of reciprocation are vertical and parallel mounted in static balance on said axle as unsprung weight, said engine also being provided with two identical and parallel crank-shafta'rotating in the same direction and at the same rate of speed, each having a plurality of cranks operating in the same plane of rotation as the corresponding crank on the second shaft but 180 out of phase therewith, and each shaft suitably counterweighted for static balance and for dynamic balance when operated together, also, said engine being geared to a common gear on the drive axle to furnish the motive power.

8. A steam locomotive comprising a plurality of power units, each of said units comprising in combination a pair of drive wheels, a drive axle therebetween, and a multi-cylinder steam engine with a plurality of vertical cylinders mounted substantially with static balance as unsprung weight on said axle wherein the only attachment of said unit to the main locomotive frame is driving a common gear mounted on said axle for driving said wheels.

10. A multi-cylinder steam engine adapted for mounting with static balance upon a wheeled :axle ofa locomotive and: betweeni thewheels thereof, comprising in combination. two identical crank-shafts e'ach rotating in the same direction ,and at the same rate, a plurality-of cranks on each crankshaft, each crank being in the same plane of rotation as the corresponding crank on the second shaft but 180 out of phasetherewith.

11. A multi-cylinder steam engine adapted for mounting with static balance upon a wheeled axle of a locomotive and between the wheels'of the same, comprising in combination a plurality of cylinders wherein the planes of'reciprocation are vertical and parallel on either side of said axle, two identical and parallel crankshafts rotating in the same direction and at the same rate of speed, a plurality of cranks on each of said crankshafts, each crank being in the same plane of rotation as the corresponding crank on the second shaft but 180 out of phase therewith, andeach shaft being counterweighted for static balance and for .dynamic balance when operated together.

12. A multi-cylinder steam engine adapted for mounting with static balance upon, a wheeled axle of a locomotive and between the wheels thereof, comprising in combination a plurality of cylinders mounted on eachside of. the axle so a, roman that the planes "of reciprocation are vertical and -:parallel, two identical and parallel crankshafts -'eachrotating in the same direction and at the same rate, aplurality of cranks on each crankshaft, each crank operating in the same plane of rotation as the corresponding crank on the secondshaft but 180 out of phase therewith, and

.each shaft being provided With counter-Weights for static balanceand dynamic balance when operated together, said engine being geared to a common gear on the axle for driving said wheels. 13. A steam engine adapted for mounting with static balance-upon a wheeled axle of a locomotive and-between the wheels thereof, comprising in combination a main engine block mounted as unsprung weight upon said axle, a plurality ,of vertical and parallel cylinders arranged on both sides of said axle, two identical crankshafts 

